Axle-power brake



Jan. 12 1926.- 1,569,349

L. M. 4AsPlNWALL. ET AL AXLE POWER BRAKE Filed Jan. 23, 1920 6 Sheets$heet l wlTNEs Es: V INVENTQRS s Lows /ZAspmwa/l M ATTORNEY Jan, 12 1926. 1,569,349

y l.. M. AsPlNwALL Er AL AXLE POWER BRAKE Filed Jan. 25, 1920 6 Sheets-Sheet 2 25" r 3g @L Sas 3' V 44 -4-/5 re a i W/ I :l A 40 INVENTORS wlTNEssEs. Lou pzAspmn/an a [ggf] A' Simmo NJW Jan. l2 1926.

1,569,349 L. M. AsPlNwALl. Er AL AXLE POWER BRAKE Filed Jan. 25. 1920 6 Sheets-Sheet 5 Fifa fyz I NVENTORS wlTNESSES. 011117 ASPDW ATTORNEY v Jan. 12 '1926.

L. M. ASPINWALL ET AL AXLE POWER BRAKE Filed Jan. 23. 1920 6 Sheets-Sheet 4 l l l lrtJlll o@ H 5mm n RH N R mmm m WM5 .A n A .wd Mm 00 E. MJ W w QU V o Jan. 12 ,1926. 1,569,349

I L.. M. ASPINWALL ET AL AXLE POWER BRAKE Filed Jan. 23. 1920 6 Sheets-Sheet 5 Hy @l nya/3 INVENTOR: Louis MAJpinwu/l A A. .S'f'mmon AT'TORNEY WITNESSES:

L. M. ASPINWALL E1' AL AXLE POWER BRAKE Filed Jan. 23, 1920 5 5119.356119 5 INVENTORS WITNESSES: Louis /ZAJpinwa/l & n .JM/w :afg A. Jim/nop ATTORNEY Patented Jan. l2, 1926.

- UNITED STATES PM'ENT OFFICE.

rLOUIS M. ASPNWALL, OF ITTSBURGH, AND HABLA. SI'ILI'VION, OF EDGEYVOOD PENNSYLVANIA, ASSIGNORS TO jfWESTNGHOUSE-ELECTRC & MANUFACTURING COMPANY, A CORPORATON OF PENNSYLVANIA.

v AXLnPoWEn BRAKE.

Application filed January 23, 1920. Seria] No.A 353,537.

l T0 (1U fLD/om 'it may] concern.

lle it known that We, LOUIS M. AsrIN' WALL, a citizen. of the United States, and a resident of Pittsburgh, in the county of AL legheny and State of Pennsylvania, and KARL A. SiMMoxy-a citizen of the United States, and a resident of Edgewood Park, in the countyA of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Axle-Power Brakes, of which. the followingV is a specification.

Our invention relates to braking appa ratus for railway vehicles and it has special relation to brakes of the type that derive the brake-applying 'power from the movement ofthe vehicle axle, or the like.

One object of our invention is to provide a relatively simple, reliable and practical axle-power brake that is constructed as a self-contained unit, one end of which may be supported on a car axle and the other end of which may be spring-supported from the truck 'frame or car body.

Another object of our invention is to provide braking apparatus that is particularly applicable to the Well-known safety or one-man cars, whereby the air-braking apparatus that is commonly employed in this type of car at the present time may be entirely omitted, with resultant economies in cost, Weight and space requirements.

Another object of our invention is to provide a brake of the above-indicated character embodying a clutch device that, in addition to its brakesapplying function, Yis adapted to act as a Ventilating fan to maintain the temperature oif allparts of the clutch deviceb-eloivv predetermined limits.

Other object-s of our invention directed toward simplicity of construction rand reliability of operation will become evident from the following detailed i description taken in conjunction with the accompanying d raivings, wherein Figure l isa perspective view of our nale-power brake unit;

Fig. 2 and Fig. lare transverse sectional views taken along the lines Il-H and IV- IV, respectively, of Fig. 3, Which is a view in rear elevation o f the apparatus shown in Fig. l;

Fie. 5 to Fig, 29, inclusive, are detail `ap aratus;

Hview vs, partly in section and partly in 'elevation, of various portions of our braking ig. 30 and Fig. 3l are views, respectivelV in elevation and in section, of a modified form of our axle-power brake; and Fig. 32 is a detail view of a portion of the apparatus shown in Figs. 30 and 31./

Referring to Fig. l to Fig. 29 of the drawings, the apparatus here shown comprises a box frame or body l; a'poWer-multiplying gear-Wheel 2 that is attached to a ".vinding drum or brake-cable sheave 3,

power being transmitted to the gear-Wheel 2 through the agency of one rotative element of a combined clutch and fan device 4, the other rotative element being mechanically` coupled to a car axle Which passes. through the bearing or journal 5; and ar brake-controlling lever or army 6.

The-box frame l comprises a top plate' 7, a bottom plate 8 and a plurality of channel members 9 and l() forming side plates that are riveted to the top plates 7 and bottom plate 8, as clearly shown in Fig. 3, for example. Suitable re-enforcing plates of smaller size are also riveted to various portions of the boX frame l, as illustrated in Fig. l,.to ensure a rigid and reliable body structure for the brake device.

The left-hand lend of the box frame l in Fig. l is adapted to be spring-supported byv an adjacent portion of the car body or truck frame (not shown); While the other end of the boX frame terminates in a plurality `of alined split axle-bearings 11 and l)-l through Which'a car axle (not sl'iovm) ei;- tends. n

Referring to thea-xle-bearing 2,.yvhich is shown in detail in Figs. 1 3, i4 and 15, the bearing vcomprises a semi-annular niember 13 having an extension or wing that is provided with rivet holes l5 to be secure-:l

eoy

Cil

to the corresponding channel .member er y aan In the modification of our invention that is shown in Figs. 30 and 31, substantially the entire braking system, including the truck axle and the brake chain, is shown in order to afford a full visual comprehension of the complete operation of my axle-power brake; but all the elements external to the self-contained unit that is shown in Fig. 1 are not illustrated in connection with the preferred modification of our invention that is shown in Figs. l to 27, inclusive, since it is not deemed necessary, for a clear understanding of our invention, to add to the drawings in this respect.

Referring to Fig. 2, a pair of alined journals or sleeves 19 and 2O are bolted to. and reside Within, openings in the channel members or side frames 10 and 9, respectively, to support and position a shaft 21. To one end of the shaft 21 is rigidly secured the gear-Wheel, 2, While the Winding drum or cable sheave 3 is securely attached to an intermediate portion of the shaft 21, entirely Within the box frame 1. The cable sheave 3 (see Figs. 27 and 28) is of a special form comprising a terminal pin 22, to which one end of the brake cable or chain is fastened, and a drum or cam 23 of a spiral form suitable for providing an effective Winding or reeling of this chain or cable in either direction of vehicle travel.

It should be noted that, by reason of the fact that the pin 22 is placed at a considerable distance from the drum axis, a very rapid take-up of the brake-chain or cable 3() is obtained in either direction. Yln other Words, the effect of a relatively large drum is secured upon initial application of the brake, which insures a quick retarding action upon the vehicle. This action is particularly desirable when the car is to be started on an up-gra-de, since only a slight backward movement Will be obtained, under any circumstances, before the brakes are set.

Referring now to Fig. l and to the detail views of the parts there shown, the clutchand-fan device 4 comprises an outer clutch member et@ (see Figs. 5, 6 and 7) having a central hub 24 and a plurality of radially and longitudinally extending vanes or ribs which, as clearly shown in Fig. 8, are integrally connected by means of annular bands or rings 26 and 27, the latter integrally extending to the hub 211- and being provided With an annular recess or groove 29 for a purpose to be set forth. By reason of the construction just described, a plurality of rectangular' openings or ducts 23 are provided in the periphery of the outer clutch member ta to assist in the Ventilating action of the clutch device -i, as subsequently more fully set forth.

rllhe inner clutch member tjb (see Figs. l0, ll and 12) comprises a hub 30, a plurality of vanes or ribs 31 on the rear side thereof (see also F ig. 9), which are integrally connected by means of a curved annular plate or band 32, and a front disk 33 that is integrally attached to the hub 30. ln this W y, again, rectangular openings or ventilating ducts 34 are provided in the clutch member and, a result of this chambered construction and the concentric relation of the two clutch members, an effective fan action is provided during rotative movement of either or both of the clutch members by reason of the suction that is set up in the various ducts by the passage of the sets of vanes or ribs through the air. ln this way, all the Working parts of the clutch device 4 are maintained at a relatively lovv temperature, since, in addition to the radiation of heat that is effected through the outer surfaces of the clutch members, the effective fan action just described takes place.

F or the purpose of providing a reliable braking action, a loose annular disk or friction plate 35 of suitable material, such as pressed cork, asbestos, etc., is placed in the space between the front disk 33 of the inner clutch member el and the confronting face of the recess or groove 29 in the outer clutch member du. (See also Fig. 29.) By reason of this construction, the clutch disk 35 is reliably maintained in position, al-

though the necessary slipping of the clutch members over each other may be readily effected Without danger of injury to the disk Moreover, by reason of the use of a loose friction-plate 35, it may be very easily and inexpensively replaced in the event of wearing too thin.

The outer clutch disk a is rigidly secured, by a press fit, or otherwise, to a sleeve 36, shown' in detail in Figs. 17 an-d 18, that loosely surrounds a shaft 37, shown in detail in Fig. 16. Gne end of the shaft 37 is rigidly secured to the hub 30 of the inner clutch member 117), a ball-bearing 38 being preferably provided between the shaft 37 and the hub 2Liof the outer clutch member da., while a second ball-bearing 33a encloses the shaft near the other end. A plurality of bearing or journal supports 36a, and 36() are mounted Within suitable openings in the channel members or side frames 10 and 9, respectively, and serve to carry pair of ball-bearings 360 for the sleeve 36, to an intermediate portion of which a main pinion or aXle-power-transmitting device 39 is rigidly secured.

The pinion is employed to receive energy from the associated car axle through the agency of a gear-.Wheel (not shown) that is adapted to be located between the axle-bearings 1l and 12. In this Way, the pinion 39 and, therefore, the outer clutch member ed, rotates with the car axle 01' fore, the pinion40 and thegear-wheelg2are of the leve'rcam block 42.

fmans release Iis jprovided.

described in detail, may befprovi'dedfwhenpedal-(not shown) may extend through a `rotatably supported .in vthe journal support 36?), in -a position confronting the in other words, moves whenever thevehicle, is in motion. l

The lefthand end of the shaft 37m Fig. 4 is provided with a rigidly attached pinion 40, which is further shown Figs. 2 1 and 22 and which is -adapted to mesh with the gear-wheel 2.

The inner clutchl member there-V stationary whenever the two clutch members are not forced into engagement by. n reansofV cam devices about to be described; `that is, whenever the vbrakesare not; applied. Y

A block or collarg4l is secured `tothe shaft 37 to abutagainst the innerfface'of the pinion40, and alever cam block 42 (see Figs. 23 and 24), having apslurality of teeth or .cam 'projections 43 andan "eX- .tension or ear44, loosely enclosesfthecollar 41. A lever arm45 (see Figs. y19' and 20),is providedwith a plurality ofopenings ..46Y whereby the arm may be secured, by rivets (see 8) to the extension. or ear.44

Av springr 45erv serves' to'` bias theilever cam block 42l to the illustrated position, whereby the clutch 7members normallyengage they friction-plate tothus set the vehicle brakeswhenever pressure on the lever arm 45 is released. Inj this way, a dead Any suitable rigging may be` provided between the lever arm45 and the operators station on the car platform, `whereby Inovement of the lever arm andconsequent graduated releasejof the brake,A as` hereinafter ever desired. For example, a foot-lever or slot in the platform `Hoor' and beA directlyor indirectly pivoted, as by arod 45d, to the leverarm45. 1%-

The preferred form ofcontrol gear is set forth and claimed'ina co-pending application of Louis lM. 'Aspinwalh Serial No.

430,150, filed D ec..,l 3, 1920,:and assignedfto the Testinghouse vElectric & `lVIz'rnufacturing Company.

V A second cam block 48,.having a'fplu; rality of teeth or cam projections `49 (see Figs. 25Aand 26), loosely surrounds theshaft 37 at one end of the sleeve 86 tandis nontoothed faceof thelever camvblock 'l`l1 e block 48 yabutsethe rend of tliegsleeveI 36. Normally, that is,fwhen the brake. is' applied, the -canrblocks 42 and 48 are disengaged to the extent shown'in Fig. 4 and, therefore,

the clutch vmembers 4 a-and 4boccupyl the illustrated closed or in-contact position,

The operation ofthe illustrated apparatus k may besetv forth as follows. Uponthe ap- Vplication of vpressureto the lever arm. 45, in

oppositionto vthe spring 45a, by -means-of the. above-mentioned :pedal rod or otherwise,

4theiteeth 43 ofthe ylever cam block 42-re lmain in engagement withthe teeth 49 of the cam block y48 butV j effect a lesser .mutual v, lwedging action *andy thus gradually release `the pressure .tendingv .to force the vinner .clutch disk 4b into engagement with-the .outer clutch disk 4a' and-effect a progressively smaller degree of frictional engagement, of theifrictionplate 35 within the kgroove or recess 29. Whenever lthe two clutch members are in close engagement, the, continuous movement of the outer clutch ydisk 4ais transmitted totheinner clutch .disk4b, whereby, in turn, the meshing of- .wthepinion 40 and' thegear-wheel 2 `serves .to rotatethewinding drum or cable-sheave 8 and-thusrapply the familiar chain or cable b'rake upon the vehicle. When the pressure onthe brake shoes has reached the predetermined amount:y necessary f to :provide proper retarding action, the reaction-in the vbrakingsystem will besuicient to cause a .slipping between the clutChsuraceS, 'and 'suchslippingwill .continue and will main# tain the necessary braking pressure until the car is brought to rest. -1 v i vWhen the spring-biased lever arm 45 :is 'permitted to return tothe illustrated position, either gradually Vor suddenly, the lever [cam block 42assume's theipositionyshown,

whereby the block 42, the-shaft 374 and the inner jclutch member. 4b are vforced to the extreme -leftghand Vpositions to vset the brake.

-,. During-,the brakingaction just described,

the fanaction of the clutch members 4a and l 4 b-serves to rmaintain a relatively cool temperature of the working parts,.asv previously mentioned. z v

' In Fig. 28, cable 8O is shown securedeto Athe eccentrically located vterminal pin 22.

.The cablev makesv a ,few turnsfaround the drum-portion 23 and is then fastened to a spring device 81, which, in turn, maybe attached to. abrake-sh'oe lever 82; In this made `possible by. theprovision of two links 84 and' 8 5wvhich loosely interlink the portions of the brake cable '80 andi which are enclosedbyv the spring 83. Adequate brak yingis. .thus insured at all times.. Referrlng to. Figs. 30 and lpthemodified formo'f my invention here shown comprises, 1ngeneral,z a case or enclosing` frame 5l, the upper part'of which 1s movable, as

indicated 4iii 1.Fig.' .31, to p ermit inspection and replacementof-working parts v;-*a powermultiplying` gear-wheel 52 that .is mecl1ani- .cally attached to la' windingv .drumforfV1 cablel sheave 53, and a clutch-and-fan device -54 for deriving energy from thc car axle 55 and transmittingit to the winding drum'when .actuated by a controllinglever 56. y

The general arrangementof parts is ythe same as thatdescribed in connection with the preferred form of our invention, the winding druml being located near one end of vthe frame or case r51, and the car axle'',

upon which a car-wheel 57 is shown as mounted, being located near the other end of the frame. i i

The Apower-multiplying gear-wheel 52 is rigidly mounted on afshaft 58 that has suitable bearings supported in the frame 51, and the mechanically associated winding drum 53 is adapted to receive a brake chain 59, in accordance with a familiar construction.

The gear-wheel 52 is adapted to mesh with a pinion 60 which is mounted upon a suitably journaled shaft 61. Upon an'intermediate portion of the shaft 61 an inner clutch member oredisk 62 is keyed for slidable mounting, while 4an annular split disk 63 (see Fig. '32) ofsuitable material, such as pressed cork or asbestos, is loosely disposed between the inner clutch member 62 and the outer clutch member 64. The two clutch members 62 and 64 are again .provided with a plurality of vanes'or ribs, such as 64a, for providing the previously-described Ventilating or fan action.

In this way, a brakingV apparatus vis again provided wherein a high-speed clutch device is interposed between a lowspeed car axle and a low-speed winding drum.V

The outer clutch member 64 is rigidly mounted upon a sleeve 65 that loosely encloses the shaft 61 and which, in turn, is supported by suitable bearings or journals 66. A main pinion 67 is securely fastened to the sleeve 65 and meshes with a. power gearwheel 68 which is ,keyed to the car axle 55, the supporting pedestal or bearing block 69 therefor being suitably bolted to the lower part of the case or frame 51.

For the purpose of biasing the clutch members 62 and 64 to the closed or engaged position, a coil spring 70 encloses-the end of the shaft 61 remote from the pinion 60. The .spring 7() presses upon a thrust or ballbearing 71 that is provided between the spring 70 and a sliding collar 72 upon the shaft 6l., whereby the clutch members are normally forced into contact. In a similaimanner, a thrust or ball bearing 73 is provided betweenzthe confrontingv faces of the pinions GO'and 67, which are respectively mounted .upon the shaft l61 and the sleeve It should be noted that, by reason of the provision of the split disk 63, replacement of a worn disk is a relatively simple matter. By forcing the thrust bearing 71 outwardly to open the clutch device, in opposition vto the-action of thespring 70, the worn half:

disks may be removed and the new members inserted, the ven tire operation being effected without the use of tools.

The controlling mechanism comprises a bellfcrank lever 74, a bifurcated -end of whicliabuts against the fianged portion of the collar 72, while the lever is mounted, at the junction-point 5 of its arms,`upon`a projection of the frame or caseI 51. 'A release spring 77 has its-inner end fastened to the bell-crank lever 74, near Vthe outer end 76 thereof, `to oppose the clutch-closing action of the spring 70. The other end vof the spring 77 vmay be suitably connected to an operating pedal, as indicated, for permitting a Vgraduated release of rthe clutch engagement' and, therefore,.of the braking effort, under the control of they car operator.

The general operation of the 'modification of our apparatus just describedmaybe set forth asflloiif's. Upon application of pressure by a pedal, or otherwise, to the spring 77 and the outer endv76 y,of the bell-crank lever 74, as indicated by the arrow, the action of the biasing spring O is overcome and the lpressure of the collar 72 upon the inner clutch disk 62 is lessenedto effect graduated frictional disengagement :between the two clutch members '62 ,and Y 64). Consequently, the rotative movement of the outerclutch disk 64, which isderived'from the aXle gear wheel 68, is transmitted, wholly or in part, through theshaft 61, the pinion 6 0 and the gear-wheel 52 to the winding drum 53, wherebythe vehicle brakes are applied at any desired value, inversely dependent upon the pressure that is exerted 'upon the bell crank lever 74.

Such pressure is maintained during the slipping of the clutchl members in the manner previously described until the vehicle is brought to rest. Upon release of foot pressure from the bell-crank lever 74, the spring 70 causes the rep-engagement of the lclutch members by restoring the inner clu'tch'member 62 to its illustrated left-hand position.

Wevdo not Wish to be restricted tothe specific structural details or arrangementl of parts herein set forth, as various modilications thereof may be made without departing from the spirit and scope of our invention. Ve desire, therefore, that only such limitations shall be imposed as are indicated the appended claims.

AWe claim as kour invention:

1. *Ay braking apparatus comprising a box frame', va"'brakeap}: lying device and an axle-receiving member located at opposite ends offsai'dV frame, .an axle-*power transmitting n1ember'-fenclosed by an intermediate .portion ofl 'said' frame,`a clutch mchahls'm" havin its engaging elements 'located o'n viiesiT e of said fran1e`, one Vof sale-elements being connect/edt@ Said mitting member, and connecting means for the other element and said brake-applying device located on the other side of said frame. y

2. A braking apparatus comprising a box frame, a Winding drum and an axlebracket device located at opposite ends of said frame, an axle-power transmitting gear-Wheel enclosed by an intermediate portion of said frame, a sleeve for carrying said gear-Wheel, a plurality of cooperating clutch disk members located on one side of the frame and respectively mounted on saidA device located at opposite ends of said frame, an axle-power transmitting gear- Wheel enclosed by an intermediate portion of said frame, a sleeve for carrying said ,gear-Wheel, a shaft extending through said operating clutch disk members located on l the other side of said frame. and respectively mounted on said sleeve and said shaft, a gear-Wheel for connecting said pinion and said Winding drum, and means located between said pinion and said sleeve for effecting adjustable frictional engagement of said clutch members.

4. A clutch disk member having an engaging face, a plurality of Ventilating vanes on another face, and embodying a plurality of radially extending Ventilating ducts radially and longitudinally unalined with said engaging face.

In testimony whereof, We have hereunto subscribed our names this 31st day of December, 1919. Y

, LOUIS M. ASPINl/VALL.k

KARL A. SIMMON. 

